A tracked armored vehicle powertrain power performance test platform

Abstract

The present invention belongs to the technical field of testing devices, and specifically relates to a tracked armored vehicle powertrain power performance test platform. The platform includes: a main control computer, a real-time simulator, a data acquisition system, an oil supply system, an exhaust system, a real-time controller, a frequency converter, an electronic throttle, a shift actuator, a steering actuator, an electric dynamometer, a torque speed sensor, a battery and an elastic coupling. The main control computer is a display and control terminal; the real-time simulator is used to calculate the road load and the inertia simulation load, the real-time controller is used to control the action of the dynamometer system and the actuator, the electric dynamometer and the frequency converter are used to apply the load and measure the power, the electronic throttle and the actuator are used to control the test piece; the oil supply system and the exhaust system are used for test guarantee. This device has the characteristics of high load simulation accuracy, simple operation, and precise measurement, which can save the test verification cost and has high engineering application and economic value.

Description

Technical Field

[0001] The invention belongs to the technical field of testing devices, and in particular relates to a dynamic performance testing platform for a powertrain of a tracked armored vehicle. Background Art

[0002] The powertrain is the core of armored vehicles, and its performance directly affects the mobility and battlefield adaptability of the vehicle. At present, my country is independently developing armored vehicle powertrains that are small in size, light in weight, highly reliable, responsive, sensitive in steering, and flexible in layout. With the expansion of excellent mobility and integrated powertrain functions, the integrated powertrain structure is complex, the system matching requirements are high, and the test and verification requirements have doubled. In order to complete the verification of powertrain functions and performance parameters, it is necessary to carry out vehicle tests in straight driving, climbing, steering and other working conditions during the research and development process. Due to the large number of test verification items and the difficulty of testing, the cost of real vehicle tests has increased significantly, and the development cycle has been correspondingly lengthened. Therefore, it is urgent to establish a powertrain power performance test platform, carry out power performance tests in a laboratory environment instead of field tests, and provide guidance for performance verification and optimization and improvement of the powertrain. Summary of the invention

[0003] 1. Technical issues to be resolved

[0004] The technical problem to be solved by the present invention is: how to provide a tracked armored vehicle powertrain power performance test platform for obtaining the powertrain output characteristics, verifying the power performance indicators under simulated vehicle road load conditions, and providing test capability support for the verification, research and technological development of the armored vehicle powertrain.

[0005] (II) Technical solution

[0006] In order to solve the above technical problems, the present invention provides a tracked armored vehicle powertrain power performance test platform, the power performance test platform comprising: a main control computer (1), a real-time simulator (2), a data acquisition system (3), an oil supply system (4), an exhaust system (5), a real-time controller (6), a frequency converter (7), an electronic throttle (8), a shift actuator (9), a steering actuator (10), an electric dynamometer (11), and a torque and speed sensor (12);

[0007] The powertrain as a test piece includes: an engine (15), an engine controller (16), a shift handle (17), a transmission device (18), a transmission device controller (19), and an elastic coupling (14);

[0008] The elastic couplings (14) are provided in two sets and are respectively disposed on both sides of the transmission device (18); the electric dynamometer (11) and the torque and speed sensor (12) are also provided in two sets and are respectively disposed on the outer sides of the elastic couplings (14) on both sides; the transmission device (18) and the electric dynamometers (11) on both sides are connected in sequence through the elastic couplings (14) and the torque and speed sensors (12);

[0009] The two electric dynamometers (11) are connected to the frequency converter (7) via power cables; the output torque or rotation speed of the electric dynamometer (11) is changed by controlling the frequency converter (7), thereby achieving load loading and power measurement of the power assembly;

[0010] The electronic throttle (8) is respectively connected to the real-time controller (6) and the engine controller (16) and is used to simulate the driver's throttle control operation under the control of the real-time controller (6);

[0011] The gear shift actuator (9) is respectively connected to the real-time controller (6) and the transmission device gear shift handle (17), and is used to simulate the driver's gear shift operation under the control of the real-time controller (6);

[0012] The steering actuator (10) is respectively connected to the real-time controller (6) and the steering rod of the connecting transmission device, and is used to simulate the steering operation of the driver under the control of the real-time controller (6);

[0013] The real-time controller (6) is connected to two torque and speed sensors (12), a frequency converter (7), an electronic throttle (8), a gear shift actuator (9) and a steering actuator (10), and is used to collect current actual torque and speed values ​​of two electric dynamometers (11), control the electric dynamometers (11) to complete loading, and control the electronic throttle (8) and the actuator to complete corresponding actions; the real-time controller (6) also receives gear shift and steering target instructions from the main control computer (1), and controls the gear shift actuator (9) and the steering actuator (10) to complete corresponding actions;

[0014] The main control computer (1) is used as a display and control terminal, and is connected to a real-time simulator (2), a real-time controller (6), a data acquisition system (3), a fuel supply system (4), and an exhaust system (5) via a CAN bus to establish an information exchange network and realize data transmission between the systems; the test control parameter instructions are input into the main control computer (1) and sent to the corresponding modules or systems, including inputting the road resistance coefficient, the vehicle inertia, and the slope to the real-time simulator (2) to set the load model parameters, inputting the throttle target, the vehicle speed target, the shifting and steering target instructions to the real-time controller (6) to control the powertrain, inputting the fuel supply target value to the fuel supply system (4) to control the fuel supply, and inputting the exhaust back pressure target value to the exhaust system (5) to control the exhaust back pressure; and at the same time, the main control computer (1) completely collects the status parameters of each module or system and displays them in the interface;

[0015] The data acquisition system (3) is connected to the engine controller (16), the transmission device controller (19) and various sensors on the powertrain, and is used to collect powertrain bus parameters and sensor parameters of temperature, pressure and flow.

[0016] The real-time simulator (2) has a high-performance computing function and is used for real-time communication with the main control computer (1), receiving test state parameters transmitted by the bus, including dynamometer torque, rotation speed, throttle opening, and gear information, and calculating and feeding back the loading target value of the electric dynamometer (11) at the next moment according to the current state.

[0017] The calculation method used by the real-time simulation machine (2) is as follows:

[0018] (1) Calculate the current vehicle speed

[0019]

[0020] Where:

[0021] v——vehicle speed, in kilometers per hour, km / h;

[0022] n l ——Output speed on the left side of the power unit, in revolutions per minute, r / min;

[0023] n r ——Output speed of the right side of the power unit, in revolutions per minute, r / min;

[0024] r z ——Radius of driving wheel, in meters, m;

[0025] i z ——Side reducer transmission ratio.

[0026] (2) Calculation of load torque on straight road

[0027]

[0028] Where:

[0029] M f ——Road load torque, in Newton-meters, Nm;

[0030] m——vehicle combat weight, in kilograms, kg;

[0031] g——acceleration due to gravity, generally 9.8m / s 2 ;

[0032] f——road resistance coefficient;

[0033] θ——slope angle, in degrees, °;

[0034] η z ——Side reducer efficiency;

[0035] (3) Calculate the steering load torque

[0036]

[0037] Where:

[0038] M μ ——Steering load torque, in Newton-meters, Nm;

[0039] μ——steering resistance coefficient;

[0040] L——track ground contact length, in meters, m;

[0041] B——the center distance of the vehicle track, in meters;

[0042] (4) Calculate the compensation torque required for inertia simulation

[0043]

[0044] Where:

[0045] T J ——The compensation torque that the dynamometer system needs to simulate, in Newton meters, Nm;

[0046] M——The measured total torque output by the power unit, in Newton meters, Nm;

[0047] J m ——Inertia of the dynamometer system, unit: kilograms per square meter, kg·m 2 ;

[0048] J f——Equivalent inertia of the whole vehicle, unit: kilogram square meter, kg·m 2 .

[0049] The real-time controller (6) controls the electric dynamometer (11) to complete loading, and controls the electronic throttle (8) and the actuator to complete corresponding actions; its core control parameters are the torque of the electric dynamometer (11) and the throttle opening of the engine (15), and the control modes include: constant speed control mode, throttle-road load control mode and vehicle speed-road load control mode.

[0050] The constant speed control mode automatically controls the opening of the electronic throttle (8) and adjusts the torque of the electric dynamometer (11) to maintain a constant speed according to the given throttle and electric dynamometer speed. In the throttle-road load control mode, the action of the electronic throttle (8) is directly controlled according to the given throttle opening, and the road load uses the PID method to control the action of the frequency converter (7) and the electric dynamometer (11) according to the torque target sent by the main control computer (1) and the measured torque value, thereby forming a closed-loop control and adjustment of the torque. In the vehicle speed-road load control mode, the target vehicle speed is compared with the vehicle speed feedback signal measured in real time according to the given vehicle speed, and the throttle opening is controlled using the PID method to form a closed-loop control and adjustment of the vehicle speed. The vehicle speed-road load control is the same as the throttle-road load mode.

[0051] The power performance test platform further comprises a battery (13); the battery (13) is connected to an engine controller (16), a transmission controller (19) and a starter motor of an engine (15) and is used to provide low-voltage power supply to the test piece.

[0052] The oil supply system (4) is connected to the oil inlet and return ports of the engine (15) to form an oil supply circuit. The oil supply system (4) is equipped with an oil consumption meter, a cooling system, a heating system and a pressure regulating system for realizing instantaneous oil consumption measurement, oil inlet temperature control and oil inlet pressure control after receiving the oil supply target value from the main control computer (1).

[0053] The exhaust system (5) is connected to the exhaust pipe of the engine (15) and is used to discharge the engine exhaust gas to the outside in a timely manner and adjust the engine exhaust back pressure according to the exhaust back pressure target value of the main control computer (1).

[0054] When installing the exhaust system (5), the inlet of the smoke exhaust pipe is sleeved on the outlet of the engine exhaust pipe, an induced draft fan is installed in the smoke exhaust pipe, and the other end of the pipe is connected to the outdoors or the roof. When the engine (15) is working, the induced draft fan is turned on to discharge the engine exhaust gas outside the house; the diameter of the smoke exhaust pipe is about 1.2 to 1.4 times that of the engine exhaust pipe, and a gap is left in the middle after the two are sleeved, which is used to mix the indoor air and achieve the purpose of reducing the temperature of the engine exhaust gas; an electric regulating valve is set at the outlet of the exhaust pipe, and the exhaust back pressure is controlled by adjusting the valve opening.

[0055] In addition, the present invention provides a method for testing the power performance of a tracked armored vehicle powertrain. The method is implemented based on the above-mentioned power performance testing platform and is used to measure the acceleration performance, climbing performance and steering performance of a tracked vehicle equipped with the tested powertrain. The method includes the following test items and specific steps:

[0056] (1) Accelerated performance test

[0057] Step 1: Build the platform and start each test equipment;

[0058] Step 2: Start the engine and fully preheat the powertrain;

[0059] Step 3: Switch the transmission gear to the forward automatic gear. If there is no automatic gear shifting function, gradually increase the gear to the highest gear through manual gear shifting;

[0060] Step 4: Given the target road resistance coefficient, the dynamometer system is loaded using the throttle-road simulation mode;

[0061] Step 5: Use the dynamometer system to apply additional braking force to stabilize the powertrain output speed to 0±3r / min. If a launch start is required, increase the throttle opening while maintaining the output speed at 0 until the engine reaches the rated speed.

[0062] Step 6: Quickly adjust the throttle opening to 100% and remove the braking force at the same time;

[0063] Step 7: When the vehicle speed reaches the maximum speed or other specified speed, record the data and stop the test. The recorded parameters include: powertrain output speed, powertrain output total torque, transmission gear position, and test time;

[0064] Step 8: Data processing, calculating the acceleration time, acceleration change curve, and acceleration distance from 0 to the specified target speed;

[0065] (2) Climbing performance test

[0066] Step 1: Build the platform and start each test equipment;

[0067] Step 2: Start the engine and fully preheat the powertrain;

[0068] Step 3: Switch the transmission gear to the lowest forward gear, or other designated climbing gear;

[0069] Step 4: Given the target road resistance coefficient and slope, the dynamometer system is loaded using the road simulation mode;

[0070] Step 5: Adjust the throttle opening to 100%;

[0071] Step 6: Run continuously for 30 seconds, record data, and stop the test. The recorded parameters include: powertrain output speed, powertrain output total torque, transmission gear position, and test time;

[0072] Step 7: Data processing, calculating driving distance;

[0073] (3) Steering performance test

[0074] Step 1: Build the platform and start each test equipment;

[0075] Step 2: Start the engine and fully preheat the powertrain;

[0076] Step 3: Switch the transmission device to the center steering gear;

[0077] Step 4: Given the target steering resistance coefficient, the dynamometer system is loaded using the road simulation mode;

[0078] Step 5: Quickly turn the powertrain to 100% left and adjust the throttle opening to 100%;

[0079] Step 6: When the powertrain output speed and torque are stable, continue running for 30 seconds;

[0080] Step 7: Record data and stop the test. The recorded parameters include: output speed and torque of the left side of the powertrain, output speed and torque of the right side of the powertrain, gear position of the transmission device, and test time.

[0081] Step 8: Repeat the above steps to complete the right turn 100% test;

[0082] Step 9: Data processing, calculation of the time for turning in place.

[0083] (III) Beneficial effects

[0084] Compared with the prior art, the tracked armored vehicle powertrain power performance test platform provided by the technical solution of the present invention can realize the dynamic and static loading of the armored vehicle powertrain on both sides, and complete the high-precision simulation of the acceleration resistance, road resistance, braking force, slope resistance and air resistance during the vehicle driving process by simulating the road load and electric inertia. Through the electronic throttle, shift actuator and steering actuator system, the high-precision simulation of the driver's behavior is realized, and the dynamic working conditions of the powertrain such as straight driving, climbing, steering, acceleration and deceleration in the real vehicle environment are restored. The engine, transmission device, road load, driving conditions, etc. are simulated. The organic connection realizes the model-driven high-precision load simulation method and the powertrain power performance bench test conditions that are independent of the whole vehicle environment, which changes the situation that the powertrain performance can only rely on theoretical calculation, simulation or single component and whole vehicle test verification. At the same time, through the rich and comprehensive test methods of the bench, it can also effectively solve the problems of unreasonable performance matching of armored vehicle power, transmission and auxiliary systems, unclear fault modes, etc., provide a powertrain joint debugging, matching optimization and performance verification platform at all stages of vehicle development, shorten the development cycle, save test verification costs, and provide a scientific basis for the research and technological development of armored vehicle powertrain.

[0085] In summary, the present invention has the following characteristics:

[0086] (1) The overall design of the platform is the first domestic powertrain performance test platform specifically designed for tracked armored vehicles. In the past, test benches for tracked armored vehicle powertrains were all steady-state tests, and did not have dynamic working condition test conditions such as acceleration and steering;

[0087] (2) The platform uses a real-time simulator to calculate road load and inertia, and completes high-precision simulation of factors such as acceleration resistance, road resistance, slope resistance, and air resistance during vehicle driving. The real-time controller precisely controls the electronic throttle, shift actuator, and steering actuator to achieve high-precision simulation of driver behavior, thereby reproducing the working state of the powertrain during actual vehicle driving.

[0088] (3) The platform is combined with the above-mentioned powertrain performance test method, which is simple to operate and has high test efficiency. It can obtain and verify performance index parameters such as acceleration time, climbing ability and center turning time of the tracked vehicle equipped with the tested powertrain. BRIEF DESCRIPTION OF THE DRAWINGS

[0089] Figure 1 It is a schematic diagram of the structure of the technical solution of the present invention.

[0090] Among them, 1. Main control computer; 2. Real-time simulation machine; 3. Data acquisition system; 4. Fuel supply system; 5. Exhaust system; 6. Real-time controller; 7. Frequency converter; 8. Electronic throttle; 9. Shift actuator; 10. Steering actuator; 11. Electric dynamometer; 12. Torque speed sensor; 13. Battery; 14. Elastic coupling; 15. Engine; 16. Engine controller; 17. Shift handle; 18. Transmission; 19. Transmission controller. DETAILED DESCRIPTION

[0091] In order to make the purpose, content, and advantages of the present invention more clear, the specific implementation methods of the present invention are further described in detail below in conjunction with the accompanying drawings and examples.

[0092] In order to solve the above technical problems, the present invention provides a tracked armored vehicle powertrain power performance test platform, the power performance test platform comprising: a main control computer (1), a real-time simulator (2), a data acquisition system (3), an oil supply system (4), an exhaust system (5), a real-time controller (6), a frequency converter (7), an electronic throttle (8), a shift actuator (9), a steering actuator (10), an electric dynamometer (11), and a torque and speed sensor (12);

[0093] The powertrain as a test piece includes: an engine (15), an engine controller (16), a shift handle (17), a transmission device (18), a transmission device controller (19), and an elastic coupling (14);

[0094] The elastic couplings (14) are provided in two sets and are respectively disposed on both sides of the transmission device (18); the electric dynamometer (11) and the torque and speed sensor (12) are also provided in two sets and are respectively disposed on the outer sides of the elastic couplings (14) on both sides; the transmission device (18) and the electric dynamometers (11) on both sides are connected in sequence through the elastic couplings (14) and the torque and speed sensors (12);

[0095] The two electric dynamometers (11) are connected to the frequency converter (7) via power cables; the output torque or rotation speed of the electric dynamometer (11) is changed by controlling the frequency converter (7), thereby achieving load loading and power measurement of the power assembly;

[0096] The electronic throttle (8) is respectively connected to the real-time controller (6) and the engine controller (16) and is used to simulate the driver's throttle control operation under the control of the real-time controller (6);

[0097] The gear shift actuator (9) is respectively connected to the real-time controller (6) and the transmission device gear shift handle (17), and is used to simulate the driver's gear shift operation under the control of the real-time controller (6);

[0098] The steering actuator (10) is respectively connected to the real-time controller (6) and the steering rod of the connecting transmission device, and is used to simulate the steering operation of the driver under the control of the real-time controller (6);

[0099] The real-time controller (6) is connected to two torque and speed sensors (12), a frequency converter (7), an electronic throttle (8), a gear shift actuator (9) and a steering actuator (10), and is used to collect current actual torque and speed values ​​of two electric dynamometers (11), control the electric dynamometers (11) to complete loading, and control the electronic throttle (8) and the actuator to complete corresponding actions; the real-time controller (6) also receives gear shift and steering target instructions from the main control computer (1), and controls the gear shift actuator (9) and the steering actuator (10) to complete corresponding actions;

[0100] The main control computer (1) is used as a display and control terminal, and is connected to a real-time simulator (2), a real-time controller (6), a data acquisition system (3), a fuel supply system (4), and an exhaust system (5) via a CAN bus to establish an information exchange network and realize data transmission between the systems; the test control parameter instructions are input into the main control computer (1) and sent to the corresponding modules or systems, including inputting the road resistance coefficient, the vehicle inertia, and the slope to the real-time simulator (2) to set the load model parameters, inputting the throttle target, the vehicle speed target, the shifting and steering target instructions to the real-time controller (6) to control the powertrain, inputting the fuel supply target value to the fuel supply system (4) to control the fuel supply, and inputting the exhaust back pressure target value to the exhaust system (5) to control the exhaust back pressure; and at the same time, the main control computer (1) completely collects the status parameters of each module or system and displays them in the interface;

[0101] The data acquisition system (3) is connected to the engine controller (16), the transmission device controller (19) and various sensors on the powertrain, and is used to collect powertrain bus parameters and sensor parameters of temperature, pressure and flow.

[0102] The real-time simulator (2) has a high-performance computing function and is used for real-time communication with the main control computer (1), receiving test state parameters transmitted by the bus, including dynamometer torque, rotation speed, throttle opening, and gear information, and calculating and feeding back the loading target value of the electric dynamometer (11) at the next moment according to the current state.

[0103] The calculation method used by the real-time simulation machine (2) is as follows:

[0104] (1) Calculate the current vehicle speed

[0105]

[0106] Where:

[0107] v——vehicle speed, in kilometers per hour, km / h;

[0108] n l ——Output speed on the left side of the power unit, in revolutions per minute, r / min;

[0109] n r ——Output speed of the right side of the power unit, in revolutions per minute, r / min;

[0110] r z ——Radius of driving wheel, in meters, m;

[0111] i z ——Side reducer transmission ratio.

[0112] (2) Calculation of load torque on straight road

[0113]

[0114] Where:

[0115] M f ——Road load torque, in Newton-meters, Nm;

[0116] m——vehicle combat weight, in kilograms, kg;

[0117] g——acceleration due to gravity, generally 9.8m / s 2 ;

[0118] f——road resistance coefficient;

[0119] θ——slope angle, in degrees, °;

[0120] η z ——Side reducer efficiency;

[0121] (3) Calculate the steering load torque

[0122]

[0123] Where:

[0124] M μ ——Steering load torque, in Newton-meters, Nm;

[0125] μ——steering resistance coefficient;

[0126] L——track ground contact length, in meters, m;

[0127] B——the center distance of the vehicle track, in meters;

[0128] (4) Calculate the compensation torque required for inertia simulation

[0129]

[0130] Where:

[0131] T J ——The compensation torque that the dynamometer system needs to simulate, in Newton meters, Nm;

[0132] M——The measured total torque output by the power unit, in Newton meters, Nm;

[0133] J m ——Inertia of the dynamometer system, unit: kilograms per square meter, kg·m 2 ;

[0134] J f ——Equivalent inertia of the whole vehicle, unit: kilogram square meter, kg·m 2 .

[0135] The real-time controller (6) controls the electric dynamometer (11) to complete loading, and controls the electronic throttle (8) and the actuator to complete corresponding actions; its core control parameters are the torque of the electric dynamometer (11) and the throttle opening of the engine (15), and the control modes include: constant speed control mode, throttle-road load control mode and vehicle speed-road load control mode.

[0136] The constant speed control mode automatically controls the opening of the electronic throttle (8) and adjusts the torque of the electric dynamometer (11) to maintain a constant speed according to the given throttle and electric dynamometer speed. In the throttle-road load control mode, the action of the electronic throttle (8) is directly controlled according to the given throttle opening, and the road load uses the PID method to control the action of the frequency converter (7) and the electric dynamometer (11) according to the torque target sent by the main control computer (1) and the measured torque value, thereby forming a closed-loop control and adjustment of the torque. In the vehicle speed-road load control mode, the target vehicle speed is compared with the vehicle speed feedback signal measured in real time according to the given vehicle speed, and the throttle opening is controlled using the PID method to form a closed-loop control and adjustment of the vehicle speed. The vehicle speed-road load control is the same as the throttle-road load mode.

[0137] The power performance test platform further comprises a battery (13); the battery (13) is connected to an engine controller (16), a transmission controller (19) and a starter motor of an engine (15) and is used to provide low-voltage power supply to the test piece.

[0138] The oil supply system (4) is connected to the oil inlet and return ports of the engine (15) to form an oil supply circuit. The oil supply system (4) is equipped with an oil consumption meter, a cooling system, a heating system and a pressure regulating system for realizing instantaneous oil consumption measurement, oil inlet temperature control and oil inlet pressure control after receiving the oil supply target value from the main control computer (1).

[0139] The exhaust system (5) is connected to the exhaust pipe of the engine (15) and is used to discharge the engine exhaust gas to the outside in a timely manner and adjust the engine exhaust back pressure according to the exhaust back pressure target value of the main control computer (1).

[0140] When installing the exhaust system (5), the inlet of the smoke exhaust pipe is sleeved on the outlet of the engine exhaust pipe, an induced draft fan is installed in the smoke exhaust pipe, and the other end of the pipe is connected to the outdoors or the roof. When the engine (15) is working, the induced draft fan is turned on to discharge the engine exhaust gas outside the house; the diameter of the smoke exhaust pipe is about 1.2 to 1.4 times that of the engine exhaust pipe, and a gap is left in the middle after the two are sleeved, which is used to mix the indoor air and achieve the purpose of reducing the temperature of the engine exhaust gas; an electric regulating valve is set at the outlet of the exhaust pipe, and the exhaust back pressure is controlled by adjusting the valve opening.

[0141] In addition, the present invention provides a method for testing the power performance of a tracked armored vehicle powertrain. The method is implemented based on the above-mentioned power performance testing platform and is used to measure the acceleration performance, climbing performance and steering performance of a tracked vehicle equipped with the tested powertrain. The method includes the following test items and specific steps:

[0142] (1) Accelerated performance test

[0143] Step 1: Build the platform and start each test equipment;

[0144] Step 2: Start the engine and fully preheat the powertrain;

[0145] Step 3: Switch the transmission gear to the forward automatic gear. If there is no automatic gear shifting function, gradually increase the gear to the highest gear through manual gear shifting;

[0146] Step 4: Given the target road resistance coefficient, the dynamometer system is loaded using the throttle-road simulation mode;

[0147] Step 5: Use the dynamometer system to apply additional braking force to stabilize the powertrain output speed to 0±3r / min. If a launch start is required, increase the throttle opening while maintaining the output speed at 0 until the engine reaches the rated speed.

[0148] Step 6: Quickly adjust the throttle opening to 100% and remove the braking force at the same time;

[0149] Step 7: When the vehicle speed reaches the maximum speed or other specified speed, record the data and stop the test. The recorded parameters include: powertrain output speed, powertrain output total torque, transmission gear position, and test time;

[0150] Step 8: Data processing, calculating the acceleration time, acceleration change curve, and acceleration distance from 0 to the specified target speed;

[0151] (2) Climbing performance test

[0152] Step 1: Build the platform and start each test equipment;

[0153] Step 2: Start the engine and fully preheat the powertrain;

[0154] Step 3: Switch the transmission gear to the lowest forward gear, or other designated climbing gear;

[0155] Step 4: Given the target road resistance coefficient and slope, the dynamometer system is loaded using the road simulation mode;

[0156] Step 5: Adjust the throttle opening to 100%;

[0157] Step 6: Run continuously for 30 seconds, record data, and stop the test. The recorded parameters include: powertrain output speed, powertrain output total torque, transmission gear position, and test time;

[0158] Step 7: Data processing, calculating driving distance;

[0159] (3) Steering performance test

[0160] Step 1: Build the platform and start each test equipment;

[0161] Step 2: Start the engine and fully preheat the powertrain;

[0162] Step 3: Switch the transmission device to the center steering gear;

[0163] Step 4: Given the target steering resistance coefficient, the dynamometer system is loaded using the road simulation mode;

[0164] Step 5: Quickly turn the powertrain to 100% left and adjust the throttle opening to 100%;

[0165] Step 6: When the powertrain output speed and torque are stable, continue running for 30 seconds;

[0166] Step 7: Record data and stop the test. The recorded parameters include: output speed and torque of the left side of the powertrain, output speed and torque of the right side of the powertrain, gear position of the transmission device, and test time.

[0167] Step 8: Repeat the above steps to complete the right turn 100% test;

[0168] Step 9: Data processing, calculation of the time for turning in place.

[0169] Example 1

[0170] This embodiment provides a tracked armored vehicle powertrain power performance test platform, such as Figure 1 As shown, the device comprises: a main control computer (1), a real-time simulator (2), a data acquisition system (3), an oil supply system (4), an exhaust system (5), a real-time controller (6), a frequency converter (7), an electronic throttle (8), a shift actuator (9), a steering actuator (10), an electric dynamometer (11), a torque and speed sensor (12), a battery (13) and an elastic coupling (14), etc.; the tested powertrain comprises: an engine (15), an engine controller (16), a shift handle (17), a transmission device (18), a transmission device controller (19) and other auxiliary systems, etc.

[0171] The electric dynamometer (11) is connected to the output end of the power assembly via an elastic coupling (14) and a torque and speed sensor (12), and is connected to the frequency converter (7) via a power cable. The output torque or speed of the electric dynamometer (11) is changed by controlling the frequency converter (7), thereby realizing load loading and power measurement of the power assembly.

[0172] The storage battery (13) is connected to an engine controller, a transmission device controller (19) and an engine starter motor, and is used to provide low-voltage power supply to the test piece;

[0173] The oil supply system (4) is connected to the oil inlet and return ports of the engine to form an oil supply circuit. The system is equipped with an oil consumption meter, a cooling system, a heating system and a pressure regulating system, which can realize instantaneous oil consumption measurement, oil inlet temperature control and oil inlet pressure control.

[0174] The exhaust system (5) is connected to the engine exhaust pipeline, and is used to discharge the engine exhaust gas to the outside in time and adjust the engine exhaust back pressure; when installing, the exhaust pipeline inlet is sleeved at the engine exhaust pipe outlet, and an induced draft fan is installed in the exhaust pipeline. The other end of the pipeline is connected to the outside or the roof. When the engine is working, the induced draft fan is turned on to discharge the engine exhaust gas outside the house. The diameter of the exhaust pipeline is about 1.2 to 1.4 times that of the engine exhaust pipeline. After the two are sleeved, a gap is left in the middle to mix the air sucked into the room, so as to achieve the purpose of reducing the temperature of the engine exhaust gas. An electric regulating valve is set at the exhaust pipe outlet, and the exhaust back pressure can be controlled by adjusting the valve opening.

[0175] Wherein, the electronic throttle (8) is connected to the engine controller (16) and is used to simulate the driver's throttle control operation;

[0176] The gear shift actuator (9) is connected to a transmission gear shift handle (17) to simulate a driver's gear shift operation;

[0177] Wherein, the steering actuator (10) is connected to the steering rod of the transmission device and is used to simulate the steering operation of the driver.

[0178] The real-time controller (6) is connected to a torque and speed sensor (12), a frequency converter (7), an electronic throttle (8), a gear shift actuator (9) and a steering actuator (10), and is used to collect the current actual torque and speed values ​​of the dynamometer, control the dynamometer to complete loading, and control the electronic throttle (8) and the actuator to complete corresponding actions; its core control parameters are the dynamometer torque and the engine throttle opening, and the control mode can be divided into a constant speed control mode, a throttle-road load control mode and a vehicle speed-road load control mode. The constant speed control mode automatically controls the opening of the electronic throttle (8) and adjusts the speed according to the given throttle and dynamometer speed. The torque of the electric dynamometer (11) is used to maintain a constant speed; in the throttle-road load control mode, the electronic throttle (8) system can be directly controlled according to the given throttle opening. The road load uses PID to control the inverter (7) and the electric dynamometer (11) according to the torque target sent by the main control computer (1) and the measured torque value, forming a closed-loop control adjustment of the torque; in the vehicle speed-road load control mode, the target vehicle speed is compared with the real-time measured vehicle speed feedback signal according to the given vehicle speed, and the throttle opening is controlled by PID to form a closed-loop control adjustment of the vehicle speed. The road load control is the same as the throttle-road load mode. The real-time controller (6) also receives the shift and steering instructions and controls the corresponding actuator to complete the action.

[0179] The main control computer (1) is used as a display and control terminal, and is connected to the real-time simulator (2), the real-time controller (6) and the data acquisition system (3) through the CAN bus to establish a high-speed information exchange network and realize data transmission between the systems. The test operator can input the test control parameter command in the main control computer and send it to the corresponding module, such as inputting the road resistance coefficient, vehicle inertia, slope, etc. to the real-time simulator (2) to set the load model parameters, inputting the throttle target, vehicle speed target or gear target, etc. to the real-time controller (6) to control the powertrain, inputting the exhaust back pressure target value to the exhaust system (5) to control the exhaust back pressure, etc.; at the same time, the main control computer can completely collect the status parameters of each system and display them in the interface.

[0180] The data acquisition system (3) is connected to the engine controller (16), the transmission device controller (19) and various sensors on the powertrain, and is used to collect powertrain bus parameters and sensor parameters such as temperature, pressure, flow, etc.;

[0181] The real-time simulator (2) has high-performance computing capabilities, can communicate with the main control computer (1) in real time, receive test state parameters transmitted by the bus, such as dynamometer torque, speed, throttle opening, gear position and other information, calculate and feedback the dynamometer load target value at the next moment according to the current state. The main calculation method is as follows:

[0182] (1) Calculate the current vehicle speed

[0183]

[0184] Where:

[0185] v——vehicle speed, in kilometers per hour, km / h;

[0186] n l ——Output speed on the left side of the power unit, in revolutions per minute, r / min;

[0187] n r ——Output speed of the right side of the power unit, in revolutions per minute, r / min;

[0188] r z ——Radius of driving wheel, in meters, m;

[0189] i z ——Side reducer transmission ratio.

[0190] (2) Calculation of load torque on straight road

[0191]

[0192] Where:

[0193] M f ——Road load torque, in Newton-meters, Nm;

[0194] m——vehicle combat weight, in kilograms, kg;

[0195] g——acceleration due to gravity, generally 9.8m / s 2 ;

[0196] f——road resistance coefficient;

[0197] θ——slope angle, in degrees, °;

[0198] η z ——Side reducer efficiency;

[0199] (3) Calculate the steering load torque

[0200]

[0201] Where:

[0202] M μ ——Steering load torque, in Newton-meters, Nm;

[0203] μ——steering resistance coefficient;

[0204] L——track ground contact length, in meters, m;

[0205] B——the center distance of the vehicle track, in meters;

[0206] (4) Calculate the compensation torque required for inertia simulation

[0207]

[0208] Where:

[0209] T J ——The compensation torque that the dynamometer system needs to simulate, in Newton meters, Nm;

[0210] M——The measured total torque output by the power unit, in Newton meters, Nm;

[0211] J m ——Inertia of the dynamometer system, unit: kilograms per square meter, kg·m 2 ;

[0212] J f ——Equivalent inertia of the whole vehicle, unit: kilogram square meter, kg·m 2 .

[0213] Based on the platform structure described above, the powertrain power performance test steps of this embodiment are as follows:

[0214] 1) Platform construction

[0215] Step 1: Fix the powertrain on the test bench through the connecting bracket or tooling, and replenish the oil and water of the engine and transmission and check the liquid level;

[0216] Step 2: Use an elastic coupling (14) to connect the output end of the transmission device (18), the torque speed sensor (12) and the main shaft of the electric dynamometer (11) and perform alignment adjustment;

[0217] Step 3: Connect the oil inlet and return ports of the engine (15) to the oil supply system (4);

[0218] Step 4: Connect the exhaust pipe of the engine (15) to the exhaust system (5);

[0219] Step 5: Connect the voltage signal output of the electronic throttle (8) to the signal receiving end of the engine controller (16);

[0220] Step 6: Install the shift handle (17) on the shift actuator (9) and set the required execution actions for each gear position;

[0221] Step 7: Connect the steering actuator (10) to the steering rod of the transmission device (18), and calibrate the corresponding relationship between the steering direction and the pulling force and the stroke;

[0222] Step 8: Connect the engine controller (16), the transmission controller (19), the engine (15) starter motor and other low-voltage electrical equipment to the power supply battery (13), and test whether the operating status is normal;

[0223] Step 9: Connect the data acquisition system (3) to the engine controller (16), the transmission controller (19) and other sensors such as temperature and pressure to test whether the bus signal and the sensor signal are read normally;

[0224] Step 10: Check whether the connection status, function and communication of each system of the test bench are normal, and perform engine (15) start-stop control, throttle control debugging, transmission device (18) gear shift debugging, and electric dynamometer (11) rotation direction confirmation.

[0225] 2) Accelerated performance test

[0226] Step 1: Turn on each test equipment;

[0227] Step 2: Start the engine and fully preheat the powertrain;

[0228] Step 3: Switch the transmission gear to the forward automatic gear. If there is no automatic gear shifting function, gradually increase the gear to the highest gear through manual gear shifting;

[0229] Step 4: Given the target road resistance coefficient, the dynamometer system is loaded using the throttle-road simulation mode;

[0230] Step 5: Use the dynamometer system to apply additional braking force to stabilize the powertrain output speed to 0±3r / min. If a launch start is required, increase the throttle opening while maintaining the output speed at 0 until the engine reaches the rated speed.

[0231] Step 6: Quickly adjust the throttle opening to 100% and remove the braking force at the same time;

[0232] Step 7: When the vehicle speed reaches the maximum speed or other specified speed, record the data and stop the test. The recorded parameters include: powertrain output speed, powertrain output total torque, transmission gear position, and test time;

[0233] Step 8: Data processing, calculating the acceleration time, acceleration change curve, acceleration distance, etc. from 0 to the specified target vehicle speed.

[0234] 3) Climbing performance test

[0235] Step 1: Turn on each test equipment;

[0236] Step 2: Start the engine and fully preheat the powertrain;

[0237] Step 3: Switch the transmission gear to the lowest forward gear (or other designated climbing gear);

[0238] Step 4: Given the target road resistance coefficient and slope, the dynamometer system is loaded using the road simulation mode;

[0239] Step 5: Adjust the throttle opening to 100%;

[0240] Step 6: Run continuously for 30 seconds, record data, and stop the test. The recorded parameters include: powertrain output speed, powertrain output total torque, transmission gear position, and test time;

[0241] Step 7: Data processing, calculation of driving distance.

[0242] 4) Steering performance test

[0243] Step 1: Turn on each test equipment;

[0244] Step 2: Start the engine and fully preheat the powertrain;

[0245] Step 3: Switch the transmission device to the center steering gear;

[0246] Step 4: Given the target steering resistance coefficient, the dynamometer system is loaded using the road simulation mode;

[0247] Step 5: Quickly turn the powertrain to 100% left and adjust the throttle opening to 100%;

[0248] Step 6: When the powertrain output speed and torque are stable, continue running for 30 seconds;

[0249] Step 7: Record data and stop the test. The recorded parameters include: output speed and torque of the left side of the powertrain, output speed and torque of the right side of the powertrain, gear position of the transmission device, and test time.

[0250] Step 8: Repeat the above steps to complete the right turn 100% test.

[0251] Step 9: Data processing, calculate the time of turning in place. The calculation formula is:

[0252]

[0253] Where:

[0254] t z ——Center turning time, in seconds (s).

[0255] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the technical principles of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A tracked armored vehicle powertrain power performance test platform, characterized in that: The power performance test platform comprises: a main control computer (1), a real-time simulator (2), a data acquisition system (3), an oil supply system (4), an exhaust system (5), a real-time controller (6), a frequency converter (7), an electronic throttle (8), a shift actuator (9), a steering actuator (10), an electric dynamometer (11), and a torque and speed sensor (12); The powertrain as a test piece includes: an engine (15), an engine controller (16), a shift handle (17), a transmission device (18), a transmission device controller (19), and an elastic coupling (14); The elastic couplings (14) are provided in two sets and are respectively disposed on both sides of the transmission device (18); the electric dynamometer (11) and the torque and speed sensor (12) are also provided in two sets and are respectively disposed on the outer sides of the elastic couplings (14) on both sides; the transmission device (18) and the electric dynamometers (11) on both sides are connected in sequence through the elastic couplings (14) and the torque and speed sensors (12); The two electric dynamometers (11) are connected to the frequency converter (7) via power cables; the output torque or rotation speed of the electric dynamometer (11) is changed by controlling the frequency converter (7), thereby achieving load loading and power measurement of the power assembly; The electronic throttle (8) is respectively connected to the real-time controller (6) and the engine controller (16) and is used to simulate the driver's throttle control operation under the control of the real-time controller (6); The gear shift actuator (9) is respectively connected to the real-time controller (6) and the transmission device gear shift handle (17), and is used to simulate the driver's gear shift operation under the control of the real-time controller (6); The steering actuator (10) is respectively connected to the real-time controller (6) and the steering rod of the connecting transmission device, and is used to simulate the steering operation of the driver under the control of the real-time controller (6); The real-time controller (6) is connected to two torque and speed sensors (12), a frequency converter (7), an electronic throttle (8), a gear shift actuator (9) and a steering actuator (10), and is used to collect current actual torque and speed values ​​of two electric dynamometers (11), control the electric dynamometers (11) to complete loading, and control the electronic throttle (8) and the actuator to complete corresponding actions; the real-time controller (6) also receives gear shift and steering target instructions from the main control computer (1), and controls the gear shift actuator (9) and the steering actuator (10) to complete corresponding actions; The main control computer (1) is used as a display and control terminal, and is connected to a real-time simulator (2), a real-time controller (6), a data acquisition system (3), a fuel supply system (4), and an exhaust system (5) via a CAN bus to establish an information exchange network and realize data transmission between the systems; the test control parameter instructions are input into the main control computer (1) and sent to the corresponding modules or systems, including inputting the road resistance coefficient, the vehicle inertia, and the slope to the real-time simulator (2) to set the load model parameters, inputting the throttle target, the vehicle speed target, the shifting and steering target instructions to the real-time controller (6) to control the powertrain, inputting the fuel supply target value to the fuel supply system (4) to control the fuel supply, and inputting the exhaust back pressure target value to the exhaust system (5) to control the exhaust back pressure; and at the same time, the main control computer (1) completely collects the status parameters of each module or system and displays them in the interface; The data acquisition system (3) is connected to the engine controller (16), the transmission device controller (19) and various sensors on the powertrain, and is used to collect powertrain bus parameters and sensor parameters of temperature, pressure and flow; The real-time simulator (2) has a high-performance computing function and is used to communicate with the main control computer (1) in real time, receive test state parameters transmitted by the bus, including dynamometer torque, rotation speed, throttle opening, gear information, calculate and feed back the loading target value of the electric dynamometer (11) at the next moment according to the current state; The calculation method used by the real-time simulation machine (2) is as follows: (1) Calculate the current vehicle speed Where: v——vehicle speed, in kilometers per hour, km / h; n l ——Output speed on the left side of the power unit, in revolutions per minute, r / min; n r ——Output speed of the right side of the power unit, in revolutions per minute, r / min; r z ——Radius of driving wheel, in meters, m; i z ——Transmission ratio of side reducer; (2) Calculation of load torque on straight road Where: M f ——Road load torque, in Newton-meters, Nm; m——vehicle combat weight, in kilograms, kg; g——acceleration due to gravity, generally 9.8m / s 2 ; f——road resistance coefficient; θ——slope angle, in degrees, °; η z ——Side reducer efficiency; (3) Calculate the steering load torque Where: M μ ——Steering load torque, in Newton-meters, Nm; μ——steering resistance coefficient; L——track ground contact length, in meters, m; B——the center distance of the vehicle track, in meters; (4) Calculate the compensation torque required for inertia simulation Where: T J ——The compensation torque that the dynamometer system needs to simulate, in Newton meters, Nm; M——The measured total torque output by the power unit, in Newton meters, Nm; J m ——Inertia of the dynamometer system, unit: kilograms per square meter, kg·m 2 ; J f ——Equivalent inertia of the whole vehicle, unit: kilogram square meter, kg·m 2 .

2. The tracked armored vehicle powertrain power performance test platform as claimed in claim 1, characterized in that: The real-time controller (6) controls the electric dynamometer (11) to complete loading, and controls the electronic throttle (8) and the actuator to complete corresponding actions; Its core control parameters are the torque of the electric dynamometer (11) and the throttle opening of the engine (15), and the control modes include: a constant speed control mode, a throttle-road load control mode and a vehicle speed-road load control mode.

3. The tracked armored vehicle powertrain power performance test platform as claimed in claim 2, characterized in that: The constant speed control mode automatically controls the opening of the electronic throttle (8) and adjusts the torque of the electric dynamometer (11) to maintain a constant speed according to the given throttle and electric dynamometer speed. In the throttle-road load control mode, the action of the electronic throttle (8) is directly controlled according to the given throttle opening, and the road load uses the PID method to control the action of the frequency converter (7) and the electric dynamometer (11) according to the torque target sent by the main control computer (1) and the measured torque value, thereby forming a closed-loop control and adjustment of the torque. In the vehicle speed-road load control mode, the target vehicle speed is compared with the vehicle speed feedback signal measured in real time according to the given vehicle speed, and the throttle opening is controlled using the PID method to form a closed-loop control and adjustment of the vehicle speed. The vehicle speed-road load control is the same as the throttle-road load mode.

4. The tracked armored vehicle powertrain power performance test platform as claimed in claim 1, characterized in that: The power performance test platform also includes a battery (13); the battery (13) is connected to an engine controller (16), a transmission device controller (19) and a starter motor of an engine (15) and is used to provide low-voltage power supply to the test piece.

5. The tracked armored vehicle powertrain power performance test platform as claimed in claim 1, characterized in that: The oil supply system (4) is connected to the oil inlet and return ports of the engine (15) to form an oil supply circuit. The oil supply system (4) is equipped with an oil consumption meter, a cooling system, a heating system and a pressure regulating system for realizing instantaneous oil consumption measurement, oil inlet temperature control and oil inlet pressure control after receiving the oil supply target value from the main control computer (1).

6. The tracked armored vehicle powertrain power performance test platform as claimed in claim 1, characterized in that: The exhaust system (5) is connected to the exhaust pipeline of the engine (15) and is used to discharge the engine exhaust gas outdoors in a timely manner and adjust the engine exhaust back pressure according to the exhaust back pressure target value of the main control computer (1).

7. The tracked armored vehicle powertrain power performance test platform as claimed in claim 6, characterized in that: When installing the exhaust system (5), the inlet of the smoke exhaust pipeline is sleeved on the outlet of the engine exhaust pipe, an induced draft fan is installed in the smoke exhaust pipeline, and the other end of the pipeline is connected to the outdoors or the roof. When the engine (15) is working, the induced draft fan is turned on to discharge the engine exhaust gas outside the house; the diameter of the smoke exhaust pipeline is 1.2 to 1.4 times that of the engine exhaust pipeline, and a gap is left in the middle after the two are sleeved, which is used to mix the indoor air and achieve the purpose of reducing the temperature of the engine exhaust gas; an electric regulating valve is set at the outlet of the exhaust pipe, and the exhaust back pressure is controlled by adjusting the valve opening.

8. A method for testing the power performance of a tracked armored vehicle powertrain, characterized in that: The method is implemented based on the power performance test platform described in any one of claims 1 to 7, and is used to measure the acceleration performance, climbing performance and steering performance of a tracked vehicle equipped with a tested powertrain; the method includes the following test items and specific steps: (1) Accelerated performance test Step 1: Build the platform and start each test equipment; Step 2: Start the engine and fully preheat the powertrain; Step 3: Switch the transmission gear to the forward automatic gear. If there is no automatic gear shifting function, gradually increase the gear to the highest gear through manual gear shifting; Step 4: Given the target road resistance coefficient, the dynamometer system is loaded using the throttle-road simulation mode; Step 5: Use the dynamometer system to apply additional braking force to stabilize the powertrain output speed to 0±3r / min. If a launch start is required, increase the throttle opening while maintaining the output speed at 0 until the engine reaches the rated speed. Step 6: Quickly adjust the throttle opening to 100% and remove the braking force at the same time; Step 7: When the vehicle speed reaches the maximum speed or other specified speed, record the data and stop the test. The recorded parameters include: powertrain output speed, powertrain output total torque, transmission gear position, and test time; Step 8: Data processing, calculating the acceleration time, acceleration change curve, and acceleration distance from 0 to the specified target speed; (2) Climbing performance test Step 1: Build the platform and start each test equipment; Step 2: Start the engine and fully preheat the powertrain; Step 3: Switch the transmission gear to the lowest forward gear, or other designated climbing gear; Step 4: Given the target road resistance coefficient and slope, the dynamometer system is loaded using the road simulation mode; Step 5: Adjust the throttle opening to 100%; Step 6: Run continuously for 30 seconds, record data, and stop the test. The recorded parameters include: powertrain output speed, powertrain output total torque, transmission gear position, and test time; Step 7: Data processing, calculating driving distance; (3) Steering performance test Step 1: Build the platform and start each test equipment; Step 2: Start the engine and fully preheat the powertrain; Step 3: Switch the transmission device to the center steering gear; Step 4: Given the target steering resistance coefficient, the dynamometer system is loaded using the road simulation mode; Step 5: Quickly turn the powertrain to 100% left and adjust the throttle opening to 100%; Step 6: When the powertrain output speed and torque are stable, continue running for 30 seconds; Step 7: Record data and stop the test. The recorded parameters include: output speed and torque of the left side of the powertrain, output speed and torque of the right side of the powertrain, gear position of the transmission device, and test time. Step 8: Repeat the above steps to complete the right turn 100% test; Step 9: Data processing, calculation of the time for turning in place.

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